Aeroplane



Patented June 17, 1930 :ROGER W. GRISWOLD, 2D, OF ERIE, PENNSYLVANIA` AEROPLANE Application led November 11, 1927. Serial No. 232,580.

lNing constructions of aeroplanes are usually a compromise. Of necessity they are so formed as to have a lifting capacity at comparatively slow speeds for take-offs and landings. The shape of wing to accomplish this purpose is not the most eficient shape of wing for the normal flying speeds. Consequently most aeroplanes are not so formed as to utilize their full power in getting into theair and on t-he other hand are not so formed as to utilize their full power in the development of speed. The present invention is designed to obvia-te this difficulty by forming the wing so that its form may be changed for take-0H and landing from that of the normal running shape. Features and details of the invention will appear more fully from the specification and claims.

A preferred embodiment of the invention is illustrated in the accompanying drawings as follows :-4

Fig. 1 shows a plan view of an aeroplane, a part being broken away to better show construction.

Fig. 2 a section on the line 2-2 in Fig. 1.

Fig. 3 an Yend view of a plane adjusted for normal running.

Fig. 4 an end view of a plane adjusted for take-off, or landing.

Fig. 5 a perspective view of the controls detached.

Fig. 6 a sectional view of a portion of the control.

l marks the fuselage, 2 the motor, 3 the propeller and 4 the aeroplane wings. The aeroplane wings have a body 5 which is of rigid construction having a top and bottom shell with an intervening framework giving the wing its necessary rigidity and carrying strength. A leading edge 6 of the wing is formed of a top and bottom shell aproximately of a contour continuing the shell contour of the body portion 5. It is provided with a web 6a stiifening the edge. The leading edge is hinged at 7 with a longitudinal hinge extending the full length of the wing and the hinge is arranged directly at one of the vertical struts 8 of the body and at the termination of one of the diagonal struts 5o leading directly to the hinge.

A series of bell crank levers 9 are mounted on the struts 8 and these areconnected by links 10 through ball and `socket joints 11 and 12 with the bell crank 9 and the lower shell of the leading edge respectively. The lower shell of the leading edge overlaps at 13 the lower shell of the body.` It will readily be seen that as the bell cranks are manipulated the leading edge may be lifted, or depressed, thus varying the shape of the leading edge relatively to the body ofthe wings as indicated in Figs. 3 and 4. With the leading edge as'sliown in Fig. 3 the stream deflection is indicated somewhat as shown in F ig. 3 and the lifting power at a given speed is considerably less than the lifting power in Fig. 4, but on the-other hand, the reduced obstruction at the leading edge to movement results in an increased speed. On the other hand, with theldepressed leading edge and greater'deiection of air, asA shown in Fig. 4, the low pressure area above the wing. is increased and its lifting power thus increased at the expense of speed.' Thus with this' structure with a rigid wing body giving it the strength and kcarrying capacity with slight weight this variation inflifting and speed characteristics may be accomplished by a change of the leading edge alone.

Rods 15 extend from the bell cranks 9 and have screw-threaded ends which extend into a turn 'buckle 16. The turn buckle is provided with a worm gear 17. The worm gear, and withy it the turn buckle, is journaled in bearings 18. The bearings are carried by arms 19 extending' forward and back from the bearings into slots 20. The slots are carried by plates 21 and these plates are supported by hangers v22 suspended from the top 1a of the fuselage. It will be seen, therefore, that the turnl buckle while supported is in a measure floating, that is to say, it can move sidewise, or forward and back with the rods 15. A worm 23 operates the worm gear 17 and is journaled in bearings 24 extending from the bearings 18. A shaft 25 extends from the worm 23 and is connected by a universal joint- 26 with a shaft 27. The shaft 27 is made up of telescopic members'28 and 29 connected by a universal joint 30 with a shaft 3l. The shaft 3l is journaled in a bearing 32 carried by a bracket 33 on the fuselage.' A beveled gear 34 is secured to the shaft 31.v It meshes withajgear 35. The, gear 35 is operated through a crank 36 in convenient location relatively to the seat of v v theV operator. It will readily be seen that 'edges of the wings as desired.

by operating the Vcrank the turn buckle: may be rotated and thus lift, or lower, the leading A. controlling sticlrf'sjxedon a torque Vrod 38. The torque rodV is journaled'in bear- Y `ings 39 secured to the fuselage. rock armVv l0 is arra'o Oed at the rear of the torque arm` and a linlgzlllconnects 'the rock arm40 withYV a bell-crank lever '412: The bell crank lever means comprisinga series of levers within the wing bodies; links connecting the levers with the leading edges; rods extending from the levers toward the center of the plane; and

means operating the rodstoward and from each otherk comprising screwson the rods, fa turn buckle on ,the screws, a worm gear1 operating they turn buckle, a fcrankoperating the gear, and a floating support for the turn-V "bu'c'kle comprising slotted plates andfarms extending from the turn buckle into the slots. In testimonywhereof I have hereunto set my hand.

ROGER weRrsWoLD, n.

' 14;2 is mounted on' a post 43 on the fuselage o f'tliebell Ycrank-lever so far as movef i Y ment on the pivotr of the bell crank lever` is end of the arm L5 V'is' free to swing forward concerned. Qn the other hand, the upper andvbaclz through the telescopic members f to take fcare of the arcfof movement of the movement of the connecting ends of the bell c ra'nls'w'ith vthe rods liis permitted, ythe rods ,upper end ofthe arm. T-hus the arcuate l 15 m'ovin`g forward and back andthe arms l 19 moving in theslotsto accommodate this f movement vand they spring movement of the ar'iii 45 of the bell cranlr'falso permitting this movement. The upper end of the .arm 45 of the bell crank is provided ywith a fork 49 which isconnected by pins 50 with a colllar 51 operating in an annular groove 52 yin the end Vofthe turnbuckle. i It will be seen that throughfths'.'mechanism :a movement' 'ofthe control lever to the right, on left,

swings through the` linkage described, the

' rock lever 42and movesjthe turn buckle to ythe right, or left','and this movementlifts one leading edge of the plane while depressing the'oth'er: 'lh-usI the adjustableleading edges provide a Y'complete control for thewings as well asl avaliable adjusting yof the wings to the immediate conditions, of use. 'Ihead` justm'ent of the leading'edges for the immeis set through the crank 36. Thevariation of lone edge to the other for aeroplane control diate type of running, take-olf and landing, I'

isy handledthrough ftheV usualcontrol stick as just described. These two distinct controls. operate independently anddwithout interference from. each other.

What I claim as new isfri In an aeroplane,thecombination of Wings,

each havinga rigid wing body and aleading edge flexibly connected withrthe wing body y and adapted to be depressed, or elevated,

relatively to the body; controlfmeans actuating the leading edgesof the "wings, said ico" 

